Griffin



(No Model.) v 4 Sheets-Sheet 1.

' S. GRIFFIN.

METHOD OF OPERATING GAS ENGINESL No. 412,883. Patented Oct. 15, 1889.

WIZIWW 4 Sheets-Sheet 2.

(No Model.)

S. GRIFFIN. METHOD OF OPERATING'GAS ENGINES.

Patented Oct. 15, 1889.

N. PETERS, Plmm-Limd m hur. Washingom e C.

(No Model.) 4 Sheets-Sheet 3.

S. GRIFFIN. METHOD or OPERATING GAS ENGINES.

N0.412,883.' Patented 0018.15.1889.

I- IJIIIIL '4 Sheets-Sheet 4,

(No Model.)

s. GRIFFIN. METHOD OF OPERATING GAS ENGINES.

Patented Oct. 15, 1889.

N. PFIERS. Phclo Lfllmgl=phan Washington. D. C.

NITED STATES rrrcn,

SAMUEL GRIFFIN, OF KINGSTON IRON IVORKS, BATH, COUNTY OF SOMERSET, ENGLAND.

METHOD OF OPERATING GA-S ENGINES.

SPECIFICATION forming part of Letters Patent No. 412,883, dated October 15, 1889.

Application filed June 10, 1886. Serial No. 204,819. (No model.) Patented in England August 23, 1883, No, 4,080, and in France February 26, 1834:, No. 160,573

To aZZ whom it may concern.-

Be it known that I, SAMUEL GRIFFIN, engineer, of Kingston Iron orks, Bath, in the county of Somerset, England, a subject of the Queen of Great Britain, have invented certain new and useful Improvements in the Method of Operating Gas-Engines, (for which I have received Letters Patent in Great Britain, No. 4,080, dated August 23, 1883, and in France, No.160,573, dated February 26,1884 of which the following is a specification.

The object of my invention is the more economical working of gas-motor engines.

My invention may be carried out either in an engine with a single-acting cylinder and piston, the explosion taking place on one side only of the piston, or in an engine with a double-acting cylinder and piston, the explosion taking place on both sides of the piston alternately.

In carrying out my invention I construct or provide the motor-cylinder with a clearancespace at one end or at both ends, according as it is single-acting or double-acting, and I may employ a slide-valve to perform the double office of admitting the air and gas .or explosive compound to the cylinder and afterward firing it; or I may employ a slide-valve for igniting the mixture only, the admission of air and gas being in such case controlled by a separate valve or valves of any suitable kind. In either case the slide-valve would be so operated as to make one stroke to three strokes of the piston.

The mode of igniting the explosive compound is advantageously that described in the specification of British Letters Patent granted to me and dated December 15, 1881, No. 5,483. Other modes of igniting the charge may be employed.

In a single-acting engine working according to my invention the operation would be as follows: During the first portion of'one outstroke of the piston air and gas or explosive compound is drawn in in just sufficient quantity to fill the coinpression'spacel This is followed by air until the stroke is completed. At the next instroke the exhaust valve is open. Consequently the air which in during the first portion of the previous outstroke is driven into the compressionspace. At the next outstroke theexhaustvalve is closed, and air and gas or explosive compound is drawn in during the whole stroke. At the next instroke this compound is 00mpressed and fired at about the commencement of the next outstroke. The piston has thus one impulse at every three revolutions of the crank. The exhaust-port is situated at the extreme end of the clearance or compression space farthest from thepiston, while the inlet-port is situated close to the piston when the mixture is fully compressed.

In a double-acting engine the explosion would take place alternately at the back and front ends of the motor-cylinder, and an impulse would be obtained during every one and one-half revolution of the crank-shaft. In such an engine the piston is connected with a rod passing through a stuffing-box in the usual manner as arranged in steam-engines. The bottom of this stuffingwbox terminates in a long tube or sleeve, which extends through the compression-space as far as the piston when at its nearest point to the stuffingbox-zl a, when its stroke in the direction of the stuffing-box is completed. The ob ject of this long sleeve is twofold: first, in consequence of its great length the escape of pressure round the piston-rod is almost entirely prevented, so that an exceedingly light packing in the stuffing-box is sufficient to prevent all escape; secondly, it protects the pistorrrod from the direct action of the flame during the explosions. A waterjacket can also be advantageously fitted round this sleeve, through which the water can circulate in connection with the water round the outside of the cylinder or otherwise. The piston-rod is then kept at a comparatively low temperature. The length of the sleeve may be advantageously such that no part of the piston-rod which passes into the interior of the cylinder into contact with the flame comes in contact with the packingin the stuffing-box. The satisfactory working of the piston-rod is thus secured without overheating. The various ports and passages both in the motor-cylinder and slide-valve may be similar to those described with reference to the single-acting engine; but they are duplicated, as is also the exhaust-valve.

The cycle of operations described with ref erence to the single-acting engine at one end of the cylinder only takes place 'at each end of the cylinder of the double-acting engine. For the single-acting engine I arrange a cam to work in connection with the wheel and shaft, which. gives motion to the slide valve in such a manner as to open the gasvalve during a portion of one stroke of the piston and during the whole of the next stroke of the piston, for the purpose before described. By any suitable arrangement of governors and mechanism working in connection therewith the cam may be disconnected from the gas-Valve. By this means gas is only admitted in direct proportion to the work performed by the engine.

In order that my invention may be clearly understood and readily carried into practice, I will proceed to describe the same more fully with reference to the drawings hereto annexed.

In the drawings, Figures 1 and 2 show a side elevation and plan of a single-acting gas? motor engine illustrating my invention. Figs. 3 and 4 show vertical and horizontal longitudinal sections of the cylinder. Figs. 5 and 6 show transverse sections of the cylinder through the exhaust-valve and ignition-port. Figs. 7 and 8 show, respectively, a side elevation and a plan of a double-acting engine illustrating my invention. Figs. 9 and 10 show, respectively, vertical and horizontal longitudinal sections of the cylinder of that engine. Figs. 11 and 12 show transverse sections of the said cylinder. Figs. 13 and 14 show details of the governor and mechanism for actuating the exhaust and the gas and air valves.

Referring first to Figs. 1, 2, 3, 4, 5, and 6, a is the cylinder open at the front end.

I) is the connecting-rod, which comm unicates motion from the piston 0, Figs. 3 and 4:, to the crank cl. On this crank-shaft is fitted the toothed pinion e, which gears with the toothed wheel f, driving it at one revolution to three of the crank d. In this wheel f is fitted a crank-pin g,which communicates motion, through the rod h, to the slide-valve c, which is kept in position against its face by the cover j and tightening-screws 7t 70. On the opposite end of the spindle on which the Wheel f is fitted, and working in connection with it, is the cam Z, which imparts motion through the small roller m and rod 01 to the gas-valve 0. The small roller m works on a pin attached to the rocking lever 19, this pin being extended to take the joint q. The governor 1' is connected with one 8* of two leverarms on a rock-shaft 2f, which passes through the base-plate under the cylinder. The other arm 5 of this rock-shaft is connected with the lower end of a rod to, the upper end of which is connected, by means of a first joint o, with the free end of the rod n, which can thus be raised or lowered by the action of the governor and its contact with the gas-valve 0 established or interrupted.

w is the exhaust-valve, which is actuated by the lever 00 and rocking shaft y, motion being imparted to it through the lever z and roller a by cams b on the back of the wheel f.- A small gas-jet burning in a chimney d serves to. ignite the charge by any well-known or suitable arrangement.

c, Fig. 4, is the ignition-port in the slidevalve.

f, Fig. 5, is the ventilating-port.

g, Fig. 6, is the air-port.

h, Fig. 4, is the gas-portin the valve-cover.

'6, Fig. 6, is the port in the slide-valve, in which the air and gas are mixed and afterward drawn into the cylinder through the portj, Fig. 4, the compound being afterward ignited through the same port j. The slidevalve and piston are oiled by the lubricator k.

The action of the gas-motor engine previously described, arranged, and constructed in accordance withthe first part of my improvements is as follows: During the first portion of one outstroke of the piston air and gas or explosive compound is drawn into the cylinder, this compound being next the piston. When a sufficient quantity has been drawn into the cylinder to fill the compression-space, the gas-valve 0 is closed by the action of the cam Z, and air only is drawn in during the remaining portion of the stroke. At the following in stroke of the piston the exhaust-valve w is held open by the cam Z) and lever m. Consequently the air drawn in during the latter part of the previous outstroke, together with the air or vapor in the compression-space, will be entirely expelled and the air and gas or explosive compound drawn in during the first portion of the previous outstroke will be driven into the compression-space. The exhaust-valve w is now closed. At the next outstroke of the piston air and gas or explosive compound is drawn into the cylinder during its entire travel, the mixture or explosive compound both in the cylinder and compression space 1 being thus rendered homogeneous and uniformly combustible throughout. At the next instroke of the piston this compound is compressed and fired at aboutthe commencement of thenext outstroke of the piston. At thenext instroke of the piston the exhaust-valve w is held open and the pro ducts of combustion partially expelled. At the next outstroke of the piston the cycle of operations above described is again commenced.

WVhen the engine exceeds its normal veloc ity, the governors rise and interrupt the contact between the rod it and gaswalve 0, and thus prevent the further admission of gas until the speed is again reduced.

Figs. 7 and 8 show a side elevation and plan of my improved gas-motor engine as described under the second part of my specification. Figs. 9 and 10 show vertical and horizontal longitudinal sections of cylinder. Figs. 11 and 12 show transverse sections. Figs. 13 and 14 show details of governors and'mechanism for actuating exhaust and gas valves.

a is the cylinder closed by covers at both ends, having a stuffing-box b at the front end, through which passes the piston-rod c in connection with the piston d. This piston-rod communicates its motion through the block 6 and connecting-rod f to the crank The block 6 works in a suitable guide or channel it. The cylinder has compression or clearance spaces M at each end, (see Figs. 9 and 10,) into which the charge is drawn through the bent ports or passages jj. These ports or passages terminate at one end in the compression-spaces at the end farthermost from the covers and at the other end in the valveface 7a, against which the slide-valve Zworks. The'valve is actuated by the rod m working in connection with the wheel a by means of a crank-pin 0, which revolves at one-third the speed of the crank shaft in connection with the pinion p. The valve thus makes one stroke to three of the piston. The valve has in it two ports or passages q g, which open communication at the proper times between the ports or passages r r in the cover 5 and the ports or passages j j. The ports or passages r are in communication with the atmosphere, and also with the gas-valve 1, Figs. 13 and 14, which is shown in position in Figs. 7 and 8. The small ports n a in the slidevalve' are for the purpose of igniting the charge alternately in the compression-spaces through the ports or passages j j. These igniting-flames are lighted from the small jet v burning in the chimney w as they pass before it. In connection with the cylinder-cover there is a long tube or sleeve 2;, through which the piston'rod 0 passes. This tube or sleeve is shown surrounded by a waterjacket g in Fig. 10, for the purpose of keeping the pistonrod cool. Fig. 9 shows this sleeve without the water-jacket.

z 2, Figs. 9 and 10, are exhaust ports or passages which communicate at one end with the compressioirspaces 2' t' at a point nearest the cylinder-covers, and at the other end with the exhaust-valves a a. Spiral springs I) hold the exhaust-valves close. The exhaustvalves are actuated by the levers c c, which are connected with the levers cl d by means of a hollow shaft e and smaller shaft f passing through it. (These details are shown more clearly in Figs. 13 and 14:.) The levers d d have on their ends pins on which re volve small rollers g g. These rollers come into contact alternately with two projections or cams h h on the back of the wheel a as it revolves, and thus a rocking motion is imparted to them, which motion being communicated to the exhaust-valves opens them at the proper time, the closing movement being effected by the springs Z) when the cams are out of contact with the rollers.

The gas-valve i receives motion from the double cam t", which is fixed upon the same spindle as the wheel at and revolves with it. In connection with this double cam, a small rocking lever j, carrying a roller 7t, works a small red Z, jointed to the lever at m, and communicates a reciprocating motion direct to the gas-valve i. The free end of the small rod Z is connected by a small link it and lever 0 with a light bar or rocking shaft 1), which passes through the bed under the cylinder, and is connected at the other end by a lever q with the governors r. The free end of the rod Z is thus raised or lowered by the action of the governors.

In describing the action of the gas-motor engine arranged and constructed according to the second part of my improvements, it will be convenient to speak of the front and back of the piston and cylinder in order that the description may be better understood. During the first portion of one stroke of the piston forward at starting air and gas or explosive compound is drawn into the cylinder at the back, this compound being next the piston. When a sufficient quantity has been drawn in to fill the compression-space 2', the gas-valve 25 is closed by the action of the cam i, and air only is drawn in during the remaining portion of the stroke. During this stroke the airin front of the piston is compressed. At the next stroke backward the air drawn in behind the explosive compound at the back of the piston during theprevious stroke will be expelled together with any air or vapor in the coinpressiomspace, through the back exhaust-valve a,which is held open, and the explosive compound next the piston will be driven into the compression-space, while the air or vapor which was compressed at the front of the piston will expand again. to its original volume. During the next for- .ward stroke air and gas or explosive compound will be drawn in at .the back of the piston during its entire travel, while the air or vapor in front of the piston will be partly expelled through the front exhaustvalve a, that in the eompression-space only remaining. At the next backward stroke the uniforInly-explosive compound with which the cylinder and compression-space at the back of the piston is now filled will be compressed, while a charge of air and gas, followed by air alone, similar to that described as being drawn in at the back of the piston during the first forward stroke, will be drawn in at the front of the cylinder. At about the commencement of the next forward stroke the explosive compound at the back of the piston will be fired, impelling the piston forward, while the air next the charge of explosive compound, to

gether with the air or vapor in the compression-space in the front of the cylinder, will be expelled through the front exhaust-valve, which is now open, and the combustible compound next the piston will be driven into the compression-space. At the next backward stroke the resultant gases or vapor from the previous explosion will be expelled through the back exhaust-Valve, which is now open, while a full charge of air and gas or explosive compound is drawn in in front of the piston during its entire travel. At the next forward stroke the operation first described is repeated at the back, while the uniformly-explosive compound in front of the piston is compressed and fired at about the commencement of the next backward stroke. An impulse or explosion is thus obtained at the front and back of the piston alternately.

The explosions or impulses follow each other in uninterrupted succession, as above described, only when the engine is fully loaded. When the load is reduced and the normal velocity of the engine consequently exceeded, the governors interrupt the motion of the gas-valve, thus cutting off the supply of gas until the speed is again reduced.

What I claim as my invention is- 1. The within-described improvement in the method of working gas-motor engines, whereby each complete operation of the piston in the cylinder is made to consist of a cycle of six strokes, as follows: first, a stroke in one direction in which during the first part the explosive compound of gas and air is drawn into the cylinder and during the latter part pure air is drawn thereinto; second, a return-stroke in the opposite direction,'by which not only the air drawn in during the latter part of the previous stroke, but the products of combustion or air previously contained in the cylinder, are displaced by the air drawn in during the latter part of that stroke; third, a stroke in the first-mentioned direction for drawing in a full charge of the explosive compound; fourth, a return-stroke for the compression of the explosive compound in the cylinder; fifth, a third stroke in the first-mentioned direction produced by the ignition of the explosive compound in the cylinder; sixth, a return-stroke for the discharge of the products of combustion, all as herein described.

2. The within-described improvement in the method of working gas-motor engines, consisting in admitting the explosive compound to the cylinder during the first portion of one stroke of the piston in one direction, and during the whole of the succeeding stroke in the same direction, substantially as and for the purpose herein set forth.

SAMUEL GRIFFIN. WVitnesses:

CHAS. E. LITTLE,

Solicitor and N otary Public, Bath. H. PEERS LYLE, L. VAoY LYLE,

His Clerks. 

